Aircraft, propulsion system, and system for taxiing an aircraft

ABSTRACT

One embodiment of the present invention is a unique aircraft. Another embodiment is a unique aircraft propulsion system. Still another embodiment is a unique system for taxiing an aircraft without starting one or more main aircraft propulsion engines. Other embodiments include apparatuses, systems, devices, hardware, methods, and combinations for aircraft taxiing and propulsion systems. Further embodiments, forms, features, aspects, benefits, and advantages of the present application will become apparent from the description and figures provided herewith.

FIELD OF THE INVENTION

The present invention relates to aircraft, aircraft propulsions systemsand systems for taxiing an aircraft without starting main engines.

BACKGROUND

Aircraft, aircraft propulsions systems and systems that provide foraircraft taxiing without starting one or more main aircraft enginesremain an area of interest. Some existing systems have variousshortcomings, drawbacks, and disadvantages relative to certainapplications. Accordingly, there remains a need for furthercontributions in this area of technology.

SUMMARY

One embodiment of the present invention is a unique aircraft. Anotherembodiment is a unique aircraft propulsion system. Still anotherembodiment is a unique system for taxiing an aircraft without startingone or more main aircraft propulsion engines. Other embodiments includeapparatuses, systems, devices, hardware, methods, and combinations foraircraft taxiing and propulsion systems. Further embodiments, forms,features, aspects, benefits, and advantages of the present applicationwill become apparent from the description and figures provided herewith.

BRIEF DESCRIPTION OF THE DRAWINGS

The description herein makes reference to the accompanying drawingswherein like reference numerals refer to like parts throughout theseveral views, and wherein:

FIG. 1 illustrates some aspects of a non-limiting example of an aircraftin accordance with an embodiment of the present invention.

FIG. 2 schematically illustrates some aspects of a non-limiting exampleof an aircraft propulsion system in accordance with an embodiment of thepresent invention.

FIG. 3 schematically illustrates some aspects of a non-limiting exampleof a system for taxiing an aircraft in accordance with an embodiment ofthe present invention.

FIG. 4 schematically illustrates some aspects of a non-limiting exampleof a system for taxiing an aircraft in accordance with anotherembodiment of the present invention.

FIG. 5 schematically illustrates some additional aspects of anon-limiting example of a system for taxiing an aircraft in accordancewith the embodiment of FIG. 4.

FIG. 6 schematically illustrates some aspects of a non-limiting exampleof the system of FIGS. 4 and 5 operating in a mode configured fortaxiing an aircraft without starting one or more main propulsionengine(s) of the aircraft.

FIG. 7 schematically illustrates some aspects of a non-limiting exampleof the system of FIGS. 4 and 5 operating in a mode configured forstarting an aircraft main propulsion engine.

DETAILED DESCRIPTION

For purposes of promoting an understanding of the principles of theinvention, reference will now be made to the embodiments illustrated inthe drawings, and specific language will be used to describe the same.It will nonetheless be understood that no limitation of the scope of theinvention is intended by the illustration and description of certainembodiments of the invention. In addition, any alterations and/ormodifications of the illustrated and/or described embodiment(s) arecontemplated as being within the scope of the present invention.Further, any other applications of the principles of the invention, asillustrated and/or described herein, as would normally occur to oneskilled in the art to which the invention pertains, are contemplated asbeing within the scope of the present invention.

Referring to FIG. 1, there are illustrated some aspects of anon-limiting example of a vehicle 10 in accordance with an embodiment ofthe present invention. In one form, vehicle 10 is an aircraft, referredto herein as aircraft 10. In other embodiments, vehicle 10 may be anytype of engine powered vehicle, including one or more types ofair-vehicles; land vehicles, including and without limitation, trackedand/or wheeled vehicles; marine vehicles, including and withoutlimitation, surface vessels, submarines and/or semi-submersibles;amphibious vehicles, or any combination of one or more types of air,marine and land vehicles. In various forms, vehicle 10 may be mannedand/or autonomous.

In one form, aircraft 10 includes a fuselage 12, wings 14, an empennage16 and propulsion systems 18. In one form, aircraft 10 is a twin engineturbofan aircraft. In other embodiments, aircraft 10 may be anyfixed-wing aircraft, including turbofan aircraft, turbojet aircraft andturboprop aircraft. In still other embodiments, aircraft 10 may be arotary-wing aircraft or a combination rotary-wing/fixed-wing aircraft.In various embodiments, aircraft 10 may have a single main propulsionengine or a plurality of main propulsion engines. In addition, invarious embodiments, aircraft 10 may employ any number of wings 14.Empennage 16 may employ a single or multiple flight control surfaces.

Referring to FIG. 2, there are illustrated some aspects of anon-limiting example of a propulsion system 18 in accordance with anembodiment of the present invention. Propulsion system 18 includes a gasturbine engine 20 as a main engine, i.e., main propulsion engine, and anauxiliary power unit 22. Although described herein as with respect to anaircraft propulsion system, in other embodiments, propulsion system 18may be a propulsion system for providing propulsive thrust to one ormore other types of vehicles, e.g., air-vehicles; land vehicles,including tracked and/or wheeled vehicles (e.g., battle tanks); marinevehicles, including surface vessels, submarines and/orsemi-submersibles; amphibious vehicles; or any combination of one ormore types of air, marine and land vehicles. The propulsive thrustprovided by propulsion system 18 for an air vehicle in the form of oneor more fast moving streams of air generated by one or more propulsors,for example and without limitation, one or more turbofans, propellers,turbines, propfans and/or other rotor systems that generate thrust. Thepropulsive thrust provided by propulsion system 18 to land-basedvehicles may include the tractive effort provided via one or morepropulsors in the form of, for example and without limitation, wheelsand/or tracks, e.g., using one or more transmissions. The propulsivethrust provided by propulsion system 18 to a marine vehicle may be inthe form of one or more fast moving streams of water generated by one ormore propulsors in the form of, for example and without limitation, oneor more propellers, shrouded and/or not shrouded; hydrojets and/orjet-pumps.

In one form, APU 22 is a secondary gas turbine engine. In otherembodiments, APU 22 may be one or more other types of thermodynamicmachines configured to generate mechanical power from fuel, which may beused to drive other mechanical and/or electro-mechanical machines, e.g.,including generators, refrigeration systems, thermal management systemsand/or any other type of machine. For example, in some embodiments, APU22 may be a turbocharged, supercharged and/or normally aspirated pistonengine or a hybrid engine. In a partuclar form, auxiliary power unit 22is a hybrid auxiliary power unit (hybrid APU 22) that includes asecondary gas turbine engine. In other embodiments, APU 22 may not be ahybrid APU.

In one form, engine 20 is a primary propulsion engine that providesthrust for flight operations of aircraft 10. In one form, engine 20 is atwo spool engine having a high pressure (HP) spool 24 and a low pressure(LP) spool 26. In other embodiments, engine 20 may include three or morespools, e.g., may include an intermediate pressure (IP) spool and/orother spools. In one form, engine 20 is a turbofan engine, wherein LPspool 26 is operative to drive a propulsor 28 in the form of a turbofan(fan) system, which may be referred to as a turbofan, a fan or a fansystem. In other embodiments, engine 20 may be a turboprop engine,wherein LP spool 26 powers a propulsor 28 in the form of a propellersystem (not shown), e.g., via a reduction gearbox (not shown). In stillother embodiments, propulsor 28 may take other forms, such as ahelicopter rotor or tilt-wing aircraft rotor. In one form, a singlepropulsion system 18 is coupled to each wing 14 of aircraft 10. In otherembodiments, more than one propulsion system 18 may be coupled to eachwing 14. In still other embodiments, one or more propulsion systems 18may be coupled to the fuselage or the empennage in addition to or inplace of wing-mounted propulsion systems 18.

In one form, engine 20 includes, in addition to fan system 28, a bypassduct 30, a compressor system 32, a diffuser 34, a combustion system 36,a high pressure (HP) turbine system 38, a low pressure (LP) turbinesystem 40, a nozzle 42A, and a nozzle 42B. In other embodiments, theremay be, for example, an intermediate pressure spool having anintermediate pressure turbine system. In various embodiments, engine 20may also include an electrical machine 44 coupled to LP spool 26, and anelectrical machine 46 coupled to HP spool 24. In one form, each ofelectrical machines 44 and 46 are configured to convert mechanical powerto electrical power, and to convert electrical power to mechanicalpower, e.g., as in a motor/generator. In other embodiments, one or bothof electrical machines 44 and 46 may be configured to only convertmechanical power into electrical power, e.g., as in a generator. Instill other embodiments, one or both of electrical machines 44 and 46may be configured to only convert electrical power into mechanicalpower, e.g., as in a motor. In one form, both electrical machine 44 andelectrical machine 46 are configured to provide power to aircraft 10during flight operations. In various embodiments, one or both ofelectrical machines 44 and 46 may also provide power to aircraft 10during ground operations.

In the depicted embodiment, the engine 20 core flow is dischargedthrough nozzle 42A, and the bypass flow is discharged through nozzle42B. In other embodiments, other nozzle arrangements may be employed,e.g., a common nozzle for core and bypass flow; a nozzle for core flow,but no nozzle for bypass flow; or another nozzle arrangement. Bypassduct 30 and compressor system 32 are in fluid communication with fansystem 28. Nozzle 42B is in fluid communication with bypass duct 30.Diffuser 34 is in fluid communication with compressor system 32.Combustion system 36 is fluidly disposed between compressor system 32and turbine system 38. Turbine system 40 is fluidly disposed betweenturbine system 38 and nozzle 42B. In one form, combustion system 36includes a combustion liner (not shown) that contains a continuouscombustion process. In other embodiments, combustion system 36 may takeother forms, and may be, for example, a wave rotor combustion system, arotary valve combustion system, a pulse detonation combustion system ora slinger combustion system, and may employ deflagration and/ordetonation combustion processes.

Fan system 28 includes a fan rotor system 48 driven by LP spool 26. Invarious embodiments, fan rotor system 48 includes one or more rotors(not shown) that are powered by turbine system 40. Fan system 28 mayinclude one or more vanes (not shown). Bypass duct 30 is operative totransmit a bypass flow generated by fan system 28 around the core ofengine 20. Compressor system 32 includes a compressor rotor system 50.In various embodiments, compressor rotor system 50 includes one or morerotors (not shown) that are powered by turbine system 38. Turbine system38 includes a turbine rotor system 52. In various embodiments, turbinerotor system 52 includes one or more rotors (not shown) operative todrive compressor rotor system 50. Turbine rotor system 52 is drivinglycoupled to compressor rotor system 50 via a shafting system 54. Turbinesystem 40 includes a turbine rotor system 56. In various embodiments,turbine rotor system 56 includes one or more rotors (not shown)operative to drive fan rotor system 48. Turbine rotor system 56 isdrivingly coupled to fan rotor system 48 via a shafting system 58. Invarious embodiments, shafting systems 54 and 58 include a plurality ofshafts that may rotate at the same or different speeds and directions.In some embodiments, only a single shaft may be employed in one or bothof shafting systems 54 and 58. Turbine system 40 is operative todischarge the engine 20 core flow to nozzle 42A.

During normal operation of gas turbine engine 20, air is drawn into theinlet of fan system 28 and pressurized by fan rotor system 48. Some ofthe air pressurized by fan rotor system 48 is directed into compressorsystem 32 as core flow, and some of the pressurized air is directed intobypass duct 30 as bypass flow. Compressor system 32 further pressurizesthe portion of the air received therein from fan system 28, which isthen discharged into diffuser 34. Diffuser 34 reduces the velocity ofthe pressurized air, and directs the diffused core airflow intocombustion system 36. Fuel is mixed with the pressurized air incombustion system 36, which is then combusted. The hot gases exitingcombustion system 36 are directed into turbine systems 38 and 40, whichextract energy in the form of mechanical shaft power to drive compressorsystem 32 and fan system 28 via respective shafting systems 54 and 58.

Referring to FIG. 3, some aspects of a non-limiting example of hybridAPU 22 and some of its connections to engine 20 in accordance with anembodiment of the present invention are schematically depicted. Engine20 includes a gearbox 59 that is coupled to both HP spool 24 and LPspool 26. In other embodiments, other gearboxes may be employed. In oneform, hybrid APU 22 is coupled to both HP spool 24 and LP spool 26 viagearbox 59. Hybrid APU 22 is operative to supply rotational power,mechanically, to both HP spool 24 and LP spool 26, to generate thrustvia propulsor 28 for taxiing aircraft 10 without starting engine 20. Inone form, hybrid APU 22 is mechanically coupled to both HP spool 24 andLP spool 26 to directly drive HP spool 24 and LP spool 26 mechanically.In other embodiments, other arrangements, e.g., mechanical arrangements,may be employed to drive both HP spool 24 and LP spool 26. In otherembodiments, hybrid APU 22 may be mechanically coupled to only LP spool26 to directly drive HP spool 24 and LP spool 26 mechanically, togenerate thrust via propulsor 28 for taxiing aircraft 10 withoutstarting engine 20.

In one form, hybrid APU 22 is configured to supply rotational power toboth HP spool 24 and LP spool 26 to provide sufficient thrust to taxiaircraft 10 without starting one or more engines 20. In one form, theprimary component of the taxiing thrust is produced by propulsor 28. Therotational power supplied to HP spool 24 reduces drag on the rotation ofLP spool 26, and may result in a secondary taxiing thrust componentbeing produced by HP spool 24. LP spool 26 turbines may also provide asecondary taxiing thrust component.

In one form, hybrid APU 22 is mounted on engine gearbox 59. In otherembodiments, hybrid APU 22 may be mounted to other structures. HybridAPU 22 includes an APU compressor 60, a fuel cell 62, an APU start-upcombustor 63, an APU turbine 64, an output reduction gearbox 66 and anelectrical machine 68. APU compressor 60 is coupled to and driven by APUturbine 64. The discharge of APU compressor 60 is in fluid communicationwith fuel cell 62 and combustor 63. Valves (not shown) may be employedto selectively direct the discharge air from APU compressor 60 to one orboth of fuel cell 62 and APU start-up combustor 63. The discharge offuel cell 62 and combustor 63 is in fluid communication with APU turbine64. Valves (not shown) may be employed to selectively direct thedischarge air from one or both of fuel cell 62 and combustor 63 into APUturbine 64. APU Turbine 64 is coupled to compressor 60 and operative todrive compressor 60. Reduction gearbox 66 is coupled to gearbox 59 fordelivering the mechanical power output from hybrid APU 22 to engine 20.

Fuel cell 62 is fluidly disposed between compressor 60 and turbine 64.Fuel cell 62 is configured to generate electrical power for use byaircraft 10 during ground operations and/or flight operations. Fuel cell62 is configured to receive a fuel F, and pressurized air fromcompressor 60 for use as an oxidant, and to generate electrical powerusing fuel F and the oxidant. Fuel cell 62 is also configured to addheat to the pressurized air received from compressor 60. The temperatureoutput by fuel cell 62 may vary with the application and/or type of fuelcell. In various embodiments, the output temperature is in the range of600° C. to 1200° C. In other embodiments, fuel cell 62 may yield otheroutput temperatures outside aforementioned range. Fuel cell 62discharges the heated pressurized air into turbine 64 for extraction ofmechanical power, which is transmitted to reduction gearbox 66. In someembodiments, a combustor or other heat addition device (not shown) maybe positioned downstream of fuel cell 62 to increase the temperature ofthe gases discharged into turbine 64.

In one form, fuel cell 62 is a solid oxide fuel cell (SOFC). In otherembodiments, other fuel cell types may be employed, e.g., such as amolten carbonate fuel cell (MCFC). In one form, fuel cell 62 iselectrically coupled to a power conditioner for conditioning the outputof fuel cell 62 for subsequent delivery to aircraft 10 components and/orengine 20 components. In other embodiments, fuel cell 62 may beelectrically coupled to other components. In one form, a reformer 65 isin fluid communication with fuel cell 62. Reformer 65 is configured toreform fuel F, e.g., a typical aircraft gas turbine engine fuel, intosyngas for use by fuel cell 62. In other embodiments, fuel cell 62 maynot include a reformer, e.g., depending upon the type of fuel cell usedin an application and/or the type of fuel F supplied to fuel cell 62.

APU start-up combustor 63 is fluidly disposed between compressor 60 andturbine 64. APU start-up combustor 63 is configured to receive fuel Fand combust fuel in pressurized air received from compressor 60. In oneform, combustor 63 is configured to add heat to the pressurized airreceived from compressor 60 prior to fuel cell 62 achieving its normaloperating temperature. The heated pressurized air is discharged intoturbine 64 for extraction of mechanical power. In one form, once fuelcell 62 has achieved its operating temperature, combustor 63 is shutoff. In some embodiments, both fuel cell 62 and combustor 63 may both becontinuously operated to add heat to pressurized air from compressor 60.In other embodiments, combustor 63 may be employed alone, e.g., wherethe electrical output of fuel cell 62 is not required. Still otherembodiments may not employ a start-up combustor, such as start-upcombustor 63, e.g., but rather may rely on fuel cell 62 to add heat toair pressurized by compressor 60.

In one form, reduction gearbox 66 is coupled to and driven by turbine64. In other embodiments, reduction gearbox 66 may be coupled tocompressor 60 and driven by turbine 64 via compressor 60 or a shaftextending from turbine 64. Reduction gearbox 66 is coupled to enginegearbox 59 for delivering mechanical power to HP spool 24 and/or LPspool 26. In one form, reduction gearbox 66 is considered a part ofhybrid APU 22. In other embodiments, reduction gearbox 66 may beconsidered a separate component that is powered by hybrid APU 22.

Electrical machine 68 is operative to convert mechanical power toelectrical power. Electrical machine 68 is coupled to hybrid APU 22. Inone form, electrical machine 68 is coupled to compressor 60. In otherembodiments, other mechanical arrangements may be employed. For example,electrical machine 68 may be coupled directly to turbine 64, or may becoupled to the same or other APU 22 components directly or via a gearboxand/or clutch system.

In some embodiments, electrical machine 68 may be also configured toconvert electrical power to mechanical power, e.g., as a motor/generatorfor starting hybrid APU 22. In some embodiments, a power conditioner 70is electrically coupled to electrical machine 68 and operative tocondition the power output of electrical machine 68, e.g., for use insupplying electrical power to one or more systems of aircraft 10 duringaircraft 10 ground operations and/or flight operations, and/or forsupplying electrical power to one or more engine 20 systems orcomponents, such as electrical machines 44 and 46. In some embodiments,electrical machine 68 is configured to provide electrical power to driveelectrical machine 44 and/or electrical machine 46. For example, in oneform, power generated by electrical machine 68 may be employed to startor to aid in the starting of engine 20 by providing electrical power toelectrical machines 44 and/or 46. In the depiction of FIG. 3, a line 72indicates an electrical coupling of electrical machines 44 and 46 topower conditioning unit 70 for supplying power from electrical machine68 to electrical machines 44 and 46, and for supplying power fromelectrical machines 44 and 46 to aircraft 10, e.g., during aircraft 10flight and/or ground operations. Although a single line 72 is depicted,it will be understood that the depiction is schematic only, and doeslimit the type of coupling between electrical machines 44 and 46 andpower conditioning unit 70. In addition, it will be understood thatother electrical means may be employed to couple the output ofelectrical machines 44 and 46 to aircraft 10 and/or to electricalmachine 68. A line 73 similarly schematically indicates an electricalcoupling of fuel cell 62 to power conditioning unit 70 for supplyingpower from fuel cell 62 to electrical machines 44, 46 and 68 (e.g., viaconditioning unit 70), and to aircraft 10 during flight and/or groundoperations. It will be understood that other electrical means may beemployed to couple the output of fuel cell 62 to electrical machines 44,46 and 68, and to aircraft 10. In some embodiments, electrical machine68 may be electrically coupled to only one of electrical machine 44 andelectrical machine 46. In still other embodiments, electrical machine 68may not be electrically coupled to either electrical machine 44 orelectrical machine 46.

Reduction gearbox 66 is mechanically coupled to LP spool 26 via gearbox59 and a shafting system 74, and is operative to drive LP spool 26. Inone form, a clutch 76 is disposed between LP spool 26 and reductiongearbox 66. Clutch 76 is configured to mechanically engage and disengagehybrid APU 22 from LP spool 26 of the gas turbine engine 20. Someembodiments may employ an overrunning (sprag) clutch between hybrid APU22 and LP spool 26.

In one form, reduction gearbox 66 is also mechanically coupled to HPspool 24, via gearbox 59 and a shafting system 78, and is operative todrive HP spool 24. Shafting system 74 and shafting system 78 combine tocouple both LP spool 26 and HP spool 24 to reduction gearbox 66. Inother embodiments, other mechanical drive arrangements may be employedto couple hybrid APU 22 to LP spool 26 and HP spool 24. In still otherembodiments, one or more mechanical drive systems may be employed forhybrid APU to drive one or more other engine spools. In addition, someembodiments may not include a shafting system to couple hybrid APU 22 toHP spool 24.

In one form, a transmission 80 is mechanically disposed in shaftingsystem 78 between reduction gearbox 66 and HP spool 24. In someembodiments, transmission 80 may be considered a part of reductiongearbox 66. In other embodiments, transmission 80 may be consideredseparate from reduction gearbox 66. In yet other embodiments,transmission 80 may be considered a part of engine gearbox 59 and/orinstalled therein or mounted thereon. In some embodiments, transmission80 may be mechanically disposed between hybrid APU 22 and LP spool 26.

In one form, transmission 80 is a continuously variable transmission. Inother embodiments, other transmission types may be employed.Transmission 80 is configured to vary the speed as between the highpressure spool and the low pressure spool. In one form, transmission 80is coupled to HP spool 24 and is configured to vary the speed of HPspool 24 relative to LP spool 26, e.g., in order to optimize or minimizedrag while LP spool 26 is being powered by hybrid APU 22. In otherembodiments, transmission 80 is coupled to LP spool 26 and is configuredto vary the speed of LP spool 26 relative to HP spool 24. In one form,transmission 80 is also configured to selectively engage/disengage HPspool 24 with/from hybrid APU 22. In other embodiments, clutches (notshown) may be used in addition to or in place of transmission 80 todisengage HP spool 24 from hybrid APU 22, e.g., including overrunningclutches. In embodiments where transmission 80 is mechanically disposedbetween reduction gearbox 66 and LP spool 26, transmission 80 may beconfigured to engage and disengage LP spool 26 with/from hybrid APU 22.In other embodiments, clutches (not shown) may be used in addition to orin place of transmission 80 to disengage LP spool 26 from hybrid APU 22.

In one form, transmission 80 is controlled by a controller 81.Controller 81 is in electrical communication with transmission 80 andclutch 76. Controller 81 is configured to execute program instructionsto selectively control transmission 80 to vary the speed ratio betweenHP spool 24 and LP spool 26 to reduce internal drag in engine 20, e.g.,aerodynamic losses in engine 20. Controller 81 is also configured toexecute program instructions to control clutch 76 to selectively engageand disengage LP spool 26 with hybrid APU 22. In addition, controller 81is configured to execute program instructions to selectively directtransmission 80 to engage HP spool 24 and/or LP spool 26 with hybrid APU22, and to disengage HP spool 24 and/or LP spool 26 from the hybrid APU.For example, in one form, transmission 80 is coupled to HP spool 24, andis controlled by controller 81 to vary the speed of HP spool 24, and toengage and disengage hybrid APU 22 from HP spool 24. In otherembodiments, transmission 80 may be coupled to LP spool 26, and may becontrolled by controller 81 to vary the speed of HP spool 24, and toengage and disengage hybrid APU 22 from HP spool 24. In still otherembodiments, transmission 80 may be coupled to both HP spool 24 and LPspool 26, and may be controlled by controller 81 to vary the speed ofboth HP spool 24 and LP spool 26, and to engage and disengage hybrid APU22 from HP spool 24 and LP spool 26.

In one form, controller 81 is microprocessor based and the programinstructions are in the form of software stored in a memory and firmware(not shown), such as a full authority digital electronic control(FADEC). However, it is alternatively contemplated that controller 81and the program instructions may be in the form of any combination ofsoftware, firmware and hardware, including state machines, and mayreflect the output of discreet devices and/or integrated circuits, whichmay be co-located at a particular location or distributed across morethan one location, including any digital and/or analog devicesconfigured to achieve the same or similar results as a processor-basedcontroller executing software and/or firmware and/or hardware basedinstructions.

In order to begin taxiing aircraft 10, hybrid APU 22 is started. In oneform, hybrid APU 22 is started by supplying power to electrical machine68 to rotate compressor 60 and turbine 64. The power may be supplied toelectrical machine 68 from a desired source, such as fuel cell 62, abattery and/or a ground cart. If fuel cell 62 is not at operatingtemperature, start-up combustor 63 is employed to add heat to the airpressurized by compressor 60 until fuel cell 62 reaches operatingtemperature. It will be understood that the method for starting hybridAPU 22 may vary, e.g., with the needs of the application and theexisting operational environment of the particular application.

In one form, hybrid APU 22 is started prior to engaging HP spool 24 andLP spool 26, e.g., with transmission 80 and clutch 76, respectively. Inother embodiments, one or both of HP spool 24 and LP spool 26 may beengaged with hybrid APU 22 prior to and during start-up of hybrid APU22. Once engaged with APU 22, HP spool 24 and LP spool 26 rotate basedon the rotation of hybrid APU 22. Rotation of LP spool 26 rotatespropulsor 28 (fan rotor system 48) to produce thrust for taxiingaircraft 10. Rotation of HP spool 24 results in lower drag on therotation of LP spool 26, thereby decreasing the total power outputrequired by hybrid APU 22 to achieve a desired taxiing thrust level.Controller 81 controls transmission 80 to rotate HP spool 24 at a ratedetermined to result in reduced or minimum aerodynamic losses in engine20 at the desired LP spool 26 rate of rotation, to reduce the drag on LPspool 26 in engine 20.

During hybrid APU 22 operation, hybrid APU 22 generates an exhaust flow.In one form, hybrid APU 22 exhaust flow is directed to engine 20, e.g.,HP spool 24 in order to warm engine 20 prior to engine start, which mayreduce the amount of time it takes to start engine 20. The hybrid APU 22exhaust flow to engine 20 is illustrated as line 82 in FIG. 3. Invarious embodiments, valves and ducting (not shown) or otherarrangements may be employed to direct the hybrid APU 22 exhaust flow toengine 20. The hybrid 22 exhaust flow may subsequently be directed awayfrom engine 20, e.g., after engine 20 is warmed up or started.

Once aircraft 10 is ready, hybrid APU 22 may be used to start engine 20.In various embodiments, engine 20 may be started during or after taxioperations that are powered by hybrid APU 22. In one form, hybrid APU 22is configured to start engine 20 by supplying mechanical power to rotateHP spool 24. In various embodiments, hybrid APU 22 may also rotate LPspool 26 to aid in starting engine 20. In some embodiments, hybrid APU22 may be configured to start engine 20 by supplying electrical power toone or both of electrical machines 44 and 46 in addition to or in placeof supplying mechanical power to HP spool 24 and/or LP spool 26 viareduction gearbox 66. In one form, the electrical power to start engine20 is generated by both fuel cell 62 and electrical machine 68. In otherembodiments, the electrical power may be generated by either fuel cell63 or electrical machine 68. In still other embodiments, otherelectrical power sources may be employed in addition to or in place ofone or both of fuel cell 62 and electrical machine 68. In one form,engine 20 is started following the completion of taxiing operations ofaircraft 10. In other embodiments, engine 20 may be started duringtaxiing operations. In various embodiments, hybrid APU 22 is disengagedfrom engine 20 (HP spool 24 and LP spool 26) once engine 20 is started

Propulsion system 18 is configured to provide sufficient thrust to taxiaircraft 10 without starting engines 20, which may result in fuelsavings and a reduction in emissions during taxi operations, e.g., sincehybrid APU 22 is generally more efficient than engine 20 at thrustlevels associated with taxiing aircraft 10. Once aircraft 10 has reacheda position where it is desirable to prepare for takeoff, engines 20 maybe started, and disengaged from hybrid APUs 22.

By employing hybrid APU 22 to provide rotational power to LP spool 26and hence propulsor 28, sufficient thrust may be provided for taxiingaircraft 10 without starting engines 20. By employing hybrid APU 22 toprovide rotational power to HP spool 24 in addition to LP spool 26,friction is reduced during taxiing, e.g., aerodynamic drag within engine20, which may further result in increased efficiency. In addition,because hybrid APU 22 may be used to start engine 20, the need for apneumatic starter may be eliminated.

During engine 20 operation, engine 20 generates a bleed flow, e.g., fromHP spool 24. The bleed flow is discharged from HP spool 24 through ableed port 84. In some embodiments, the bleed flow is directed into APUcompressor 60, indicated in FIG. 3 by line 86, which increases theefficiency of hybrid APU 22, and which may reduce emissions from hybridAPU 22. The bleed flow may be supplied via valves and ducting (notshown) or by other arrangements. In various embodiments, the bleed flowmay be supplied from HP spool 24, e.g., to the inlet of compressor 60,during aircraft 10 flight and/or ground operations, including prior toengine 20 start.

Referring to FIGS. 4 and 5, some aspects of a non-limiting example ofpropulsion system 18 in accordance with an embodiment of the presentinvention are schematically depicted. The embodiment of FIGS. 4 and 5 issimilar in many respects to the embodiment of FIGS. 2 and 3; for thesake of brevity, many such similarities are not separately discussedherein. In the embodiment of FIGS. 4 and 5, propulsion system 18includes, in addition to engine 20 as previously described, an APU 122,an auxiliary electrical machine 124, an electrical power source 126 andan auxiliary gearbox 128.

In one form, APU 122 is mechanically coupled to LP spool 26, and isoperative to drive LP spool 26, e.g., via gearbox 128. In one form,gearbox 128 is a combining gearbox. In other embodiments, other gearboxtypes may be employed. In one form gearbox 128 is a single gearbox. Inother embodiments, combining gearbox 128 may take other forms,including, for example, a plurality of discrete gear drives and/or oneor more other mechanical drive types, e.g., harmonic drives, beltdrives, chain drives and/or friction drives. Auxiliary electricalmachine 124 is also mechanically coupled to LP spool 26, and isoperative to drive LP spool 26. In particular, APU 122 and auxiliaryelectrical machine 124 are configured and operative to jointly supplyrotational power to LP spool 26 to generate thrust via propulsor 28 fortaxiing aircraft 10. In various embodiments, electrical power source 126is electrically coupled to auxiliary electrical machine 124 andoperative to supply electrical power to auxiliary electrical machine 124for providing mechanical power to LP spool 26 and/or HP spool 24. Byproviding mechanical power via auxiliary electrical machine 124, thesize of APU 122 may be reduced relative to similar systems that provideall of the power to LP spool 26 and/or HP spool 24 using the APU. Thereduced size of APU 122 may translate to reduced weight, cost and fuelusage.

APU 122 includes an APU compressor 160, an APU combustor 163, and an APUturbine 164. Combustor 163 is fluidly disposed between compressor 160and turbine 164. Compressor 160 is coupled to and driven by turbine 164.In various embodiments, combustor 163 may be a conventional combustor,or may be a start-up combustor as described above with respect to theembodiment of FIG. 3. In one form, APU 122 is mounted to gearbox 59. Inother embodiments, APU 122 may be mounted at other locations.

In one form, auxiliary electrical machine 124 is configured to convertmechanical power to electrical power, and to convert electrical power tomechanical power, e.g., as in a motor/generator. In other embodiments,auxiliary electrical machine 124 may be configured to only convertelectrical power into mechanical power, e.g., as in a motor.

In one form, electrical power source 126 is a combination of a battery130 and a fuel cell 162. In other embodiments, electrical power source126 may be a battery only, a fuel cell only, or any combination of oneor more power sources capable of supplying electrical power to auxiliaryelectrical machine 124 in sufficient quantity for auxiliary electricalmachine 124 to perform the tasks set forth herein. Battery 130 and fuelcell 162 are both in electrical communication with a power conditioner170 for conditioning power supplied to aircraft 10 and/or engine 20components from electrical power source 126. Power conditioner 170 isconfigured to receive electrical power from both fuel cell 162 andbatter 130, and is also configured to deliver power to batter 130 tocharge battery 130.

In one form, fuel cell 162 is a solid oxide fuel cell (SOFC). In otherembodiments, other fuel cell types may be employed, e.g., such as amolten carbonate fuel cell (MCFC). Fuel cell 162 is similar to fuel cell62, described above, and hence, descriptive material applied above tofuel cell 62 applies equally to fuel cell 162. For example, fuel cell162 may include a reformer 165 similar to the previously mentionedreformer 65 employed by fuel cell 62. In one form, APU 122 is a hybridAPU configured similarly as hybrid APU 22, wherein fuel cell is part ofthe thermodynamic cycle of the APU, and adds heat to the air dischargedby APU compressor 160 for mechanical power extraction by the APUturbine. As with hybrid APU 22, fuel cell 162 is in fluid communicationwith both compressor 160 and turbine 164 (as indicated by lines 160A and164A, respectively), and functions similarly to fuel cell 62 mentionedpreviously. In other embodiments, fuel cell 162 may not be coupled APU122 as part of a hybrid APU, but rather, may serve as a standalone fuelcell system for supplying electrical power to aircraft 10 via powerconditioner 170 and/or auxiliary electrical machine 124 via powerconditioner 170 and a power converter 180.

Combining gearbox 128 is mechanically coupled to APU 122 and auxiliaryelectrical machine 124. Combining gearbox 128 is also coupled to engine20, e.g., via gearbox 59, and configured to transmit mechanical power toHP spool 24 and LP spool 26 via shafting systems 78 and 74,respectively. In one form, combining gearbox 128 is coupled to engine 20via a clutch 182; auxiliary electrical machine 124 is coupled tocombining gearbox 128 via a clutch 184; gearbox 59 is coupled to LPspool 26 via a clutch 186; and gearbox 59 is coupled to HP spool 24 viaa clutch 188 (FIGS. 6 and 7). In other embodiments, combining gearbox128 may be coupled to engine 20 and spools 24 and 26 by other means inaddition to or in place of those illustrated and described.

Combining gearbox 128 is configured to transmit mechanical power fromauxiliary electrical machine 124 to APU 122 for starting APU 122.Combining gearbox 128 is also configured to transmit mechanical powerfrom APU 122 to auxiliary electrical machine 124 for generatingelectrical power, e.g., for use by aircraft 10 via power converter 180during flight and/or ground operations, for supplying electrical powerfrom auxiliary electrical machine 124 to one or both of electricalmachines 44 and 46, and/or for charging battery 130 via powerconditioner 170. It will be understood that in various embodiments,electrical power generated by electrical machine 124 may be conditionedand/or distributed to aircraft 10, electrical machines 44 and 46 andbattery 130, via various means in addition to or in place of the meansillustrated and described herein.

Combining gearbox 128 is also configured to transmit mechanical powerfrom APU 122 and/or auxiliary electrical machine 124 to engine 20 viagearbox 59, e.g., for taxiing aircraft 10 and/or for starting engine 20.In one form, mechanical power (shaft power) is transmitted from APU 122and/or auxiliary electrical machine 124 to gearbox 59 by selectivelyengaging clutches 182 and 184. Gearbox 59 is configured to transferpower from APU 122 and/or auxiliary electrical machine 124 to LP spool26 via clutch 186 for generating thrust via propulsor 28 for taxiingaircraft 10. Hence, in various embodiments, taxi operations may beperformed by supplying mechanical power from APU 122 and/or auxiliaryelectrical machine 124 to LP shaft 26 via combining gearbox 128, enginegearbox 59, and clutches 182, 184 and 186. In other embodiments, otherclutch and gearbox arrangements may be employed to obtain the same orsimilar results.

Similarly, gearbox 59 is configured to transfer power from APU 122and/or auxiliary electrical machine 124 to HP spool 24 for starting gasturbine engine 20. For example, with reference to FIG. 6, in one form,mechanical power is transmitted from APU 122 and/or auxiliary electricalmachine 124 to gearbox 59 by selectively engaging clutches 182 and 184.Gearbox 59 is configured to transfer power from APU 122 and/or auxiliaryelectrical machine 124 to HP spool 24 via clutch 188 for to mechanicallysupply power to HP spool 24 to rotate HP spool 24 to a speed sufficientfor starting engine 20. In the depiction of FIG. 6, clutches 182, 184and 188 are depicted as being engaged. Hence, in various embodimentsengine 20 may be started by supplying mechanical power from APU 122and/or auxiliary electrical machine 124 to HP spool 24 via combininggearbox 128 and engine gearbox 59. In other embodiments, other clutchand/or gearbox arrangements and/or other mechanical drive combinationsmay be employed to obtain the same or similar results. In someembodiments, prior to and/or during engine 20 starting, APU 122 exhaustmay be supplied via ducting 190 to engine 20, e.g., HP spool 24 in orderto warm up engine 20, which in some embodiments may also decrease theamount of time required for engine start.

In addition, with reference to FIG. 7, engine 20 may be started bysupplying electrical power to electrical machine 46 to rotate HP spool24 to a sufficient speed. In some embodiments, electrical power may alsobe supplied to LP spool 26 during engine 20 start. In the depiction ofFIG. 7, clutches 184 and 188 are disengaged, whereas clutch 182 isengaged so that auxiliary electrical machine 124 may be driven by APU122 to generate electrical power. In various embodiments, the electricalpower for starting engine 20 may be supplied from electrical powersource 126 (either or both of battery 130 and fuel cell 162) and/orauxiliary electrical machine 124 (powered by APU 122 via combininggearbox 128 and clutch 182). In other embodiments, other arrangementsmay be employed to obtain the same or similar results. In someembodiments, prior to and/or during engine 20 starting, APU 122 exhaustmay be supplied via ducting 190 to engine 20, e.g., HP spool 24, inorder to warm up engine 20, which in some embodiments may also decreasethe amount of time required for engine start. It will be understood thatin various embodiments, electrical power generated by electrical machine124 and/or electrical power supplied by battery 130 and/or fuel cell 162may be conditioned and/or distributed to aircraft 10, electricalmachines 44 and 46 via various means in addition to or in place of themeans illustrated and described herein.

Embodiments of the present invention include a propulsion system for anaircraft, comprising: a gas turbine engine having at least a highpressure (HP) spool and a low pressure (LP) spool, wherein the LP spoolis operative to drive a propulsor; and a hybrid auxiliary power unit(APU) mechanically coupled to both the HP spool and the LP spool,wherein the hybrid APU includes an APU compressor; an APU turbine; and afuel cell fluidly disposed between the APU compressor and the APUturbine, wherein the fuel cell is operative to receive as an oxidant airpressurized by the APU compressor; to generate electrical power using afuel and the oxidant; to heat the air pressurized by the APU compressor;and to discharge the heated pressurized air into the APU turbine,wherein the hybrid APU is operative to supply rotational power to boththe HP spool and the LP spool.

In a refinement, the hybrid APU further includes a start-up combustorfluidly disposed between the APU compressor and the APU turbine; andwherein the start-up combustor is configured to add heat to the airpressurized by the APU compressor for discharge into the APU turbine.

In another refinement, the gas turbine engine includes a gearbox; andwherein the hybrid APU is mounted on the gearbox.

In yet another refinement, the propulsion system further comprises atransmission mechanically disposed between the hybrid APU and one of theHP spool and the LP spool, wherein the transmission is operative to varythe speed of the one of the HP spool and the LP spool relative to theother of the HP spool and the LP spool.

In still another refinement, the transmission is a continuously variabletransmission.

In yet still another refinement, the transmission is mechanicallydisposed between the hybrid APU and the HP spool; and wherein thetransmission is operative to vary the speed of the HP spool relative tothe LP spool.

In a further refinement, the propulsion system further comprises acontroller configured to execute program instructions to control thetransmission to vary a speed ratio between the HP spool and the LP spoolto reduce internal drag in the gas turbine engine.

In a yet further refinement, the transmission is operative toselectively engage the one of the HP spool and the LP spool with thehybrid APU and to selectively disengage the one of the HP spool and theLP spool from the hybrid APU.

In a still further refinement, the propulsion system further comprises areformer in fluid communication with the fuel cell, wherein the reformeris operative to reform aircraft fuel into syngas for use in the fuelcell.

Embodiments of the present invention include an aircraft, comprising: afuselage;

an empennage coupled to the fuselage; a plurality of wings coupled tothe fuselage; and at least one propulsion system, including: a gasturbine engine having at least a high pressure (HP) spool and a lowpressure (LP) spool, wherein the LP spool is operative to drive apropulsor; and wherein the gas turbine engine is coupled to at least oneof the fuselage, the empennage and at least one of the plurality ofwings; a hybrid auxiliary power unit (APU) mechanically coupled to boththe HP spool and the LP spool, wherein the hybrid APU includes an outputreduction gearbox, an APU compressor; an APU turbine; and a fuel cellfluidly disposed between the APU compressor and the APU turbine, whereinthe fuel cell is operative to receive as an oxidant air pressurized bythe APU compressor; to generate electrical power using a fuel and theoxidant; to heat the air pressurized by the APU compressor; and todischarge the heated pressurized air into the APU turbine; and whereinthe hybrid APU is operative to supply rotational power to both the highpressure spool and the low pressure spool; and a shafting systemmechanically coupling both the HP spool and the LP spool to the outputreduction gearbox, wherein the hybrid APU is operative to supplyrotational power to both the HP spool and the LP spool via the shaftingsystem and the output reduction gearbox.

In a refinement, the hybrid APU is operative to provide power to the LPspool for generating thrust via the propulsor for taxiing the aircraftwithout having started the gas turbine engine.

In another refinement, the aircraft further comprises a clutch operativeto selectively engage and to disengage the hybrid APU from the LP spool.

In yet another refinement, the fuel cell is configured to generateelectrical power for use by the aircraft during ground operations and/orflight operations.

In still another refinement, the hybrid APU is configured to start thegas turbine engine by supplying mechanical power to rotate the HP spool.

In yet still another refinement, the hybrid APU is configured to startthe gas turbine engine by supplying electrical power to rotate the HPspool.

In a further refinement, the aircraft further comprises an APUelectrical machine mechanically coupled to and powered by the hybridAPU.

In a yet further refinement, the APU electrical machine is configured togenerate electrical power for use by the aircraft during groundoperations and/or flight operations.

In a still further refinement, the hybrid APU generates an exhaust; andwherein the exhaust is supplied to the gas turbine engine to warm up thegas turbine engine prior to starting the gas turbine engine.

In a yet still further refinement, the propulsor is a turbofan of thegas turbine engine.

Embodiments of the present invention include a system, comprising: a gasturbine engine having at least a high pressure (HP) spool and a lowpressure (LP) spool, wherein the LP spool is operative to drive apropulsor; and means for supplying mechanical power from a hybrid APU toboth the high pressure spool and the low pressure spool, wherein themeans for supplying mechanical power is operative to supply rotationalpower to both the HP spool and the LP spool, wherein the hybrid APUincludes an APU compressor; an APU turbine; and a fuel cell fluidlydisposed between the APU compressor and the APU turbine, wherein thefuel cell is operative to receive as an oxidant air pressurized by theAPU compressor; to generate electrical power using a fuel and theoxidant; to heat the air pressurized by the APU compressor; and todischarge the heated pressurized air into the APU turbine.

In a refinement, the system further comprises means for varying arotational speed of one of the high pressure spool and the low pressurespool relative to the rotational speed of the other of the high pressurespool and the low pressure spool.

Embodiments of the present invention include a propulsion system for anaircraft, comprising: a gas turbine engine having at least a highpressure (HP) spool and a low pressure (LP) spool, wherein the LP spoolis operative to drive a propulsor; an auxiliary power unit (APU)mechanically coupled to the LP spool and operative to drive the LPspool; an auxiliary electrical machine mechanically coupled to LP spooland operative to drive the LP spool; and an electrical power sourceelectrically coupled to the auxiliary electrical machine, wherein theAPU and the auxiliary electrical machine are configured and operative tojointly supply rotational power to the LP spool to generate thrust viathe propulsor for taxiing the aircraft.

In a refinement, the electrical power source is a battery.

In another refinement, the electrical power source is a fuel cell.

In yet another refinement, the electrical power source is a combinationof a fuel cell and a battery.

In still another refinement, the APU is a hybrid APU having an APUcompressor; an APU turbine; and a fuel cell fluidly disposed between theAPU compressor and the APU turbine, wherein the fuel cell is operativeto receive as an oxidant air pressurized by the APU compressor; togenerate electrical power using a fuel and the oxidant; to heat the airpressurized by the APU compressor; and to discharge the heatedpressurized air into the APU turbine.

In yet still another refinement, the propulsion system further comprisesan auxiliary combining gearbox mechanically coupled to the APU, theauxiliary electrical machine and the gas turbine engine.

In a further refinement, the auxiliary combining gearbox is configuredto transmit mechanical power from the auxiliary electrical machine tothe APU for starting the APU.

In a yet further refinement, the auxiliary combining gearbox isconfigured to transmit mechanical power from the APU to the auxiliaryelectrical machine for generating electrical power.

In a still further refinement, the auxiliary combining gearbox isconfigured to transmit mechanical power from the APU to the gas turbineengine.

In a yet still further refinement, the auxiliary combining gearbox isconfigured to transmit mechanical power from the auxiliary electricalmachine to the gas turbine engine.

In additional refinement, the auxiliary combining gearbox is configuredto transmit mechanical power from both the auxiliary electrical machineand the APU to the gas turbine engine.

In another additional refinement, the gas turbine engine includes agearbox; wherein the APU is mounted on the gearbox; and wherein thegearbox is configured to transfer power from the APU to the HP spool forstarting the gas turbine engine.

In yet another additional refinement, the gearbox is configured totransfer power from the APU and the auxiliary electrical machine to theHP spool for starting the gas turbine engine.

In still another additional refinement, the gas turbine engine includesa gearbox; wherein the APU is mounted on the gearbox; and wherein thegearbox is configured to transfer power from the APU and the auxiliaryelectrical machine to the LP spool to generate thrust via the propulsorfor taxiing the aircraft.

Embodiments of the present invention include an aircraft, comprising: afuselage; an empennage coupled to the fuselage; a plurality of wingscoupled to the fuselage; and at least one propulsion system, including:a gas turbine engine having at least a high pressure (HP) spool and alow pressure (LP) spool and an engine gearbox, wherein the LP spool isoperative to drive a propulsor; and wherein the gas turbine engine iscoupled to at least one of the fuselage, the empennage and at least oneof the plurality of wings; an auxiliary power unit (APU) mechanicallycoupled to the LP spool via the gearbox and operative to drive the LPspool; an auxiliary electrical machine mechanically coupled to LP spoolvia the gearbox and operative to drive the LP spool; an electrical powersource electrically coupled to the auxiliary electrical machine, whereinthe APU and the auxiliary electrical machine are configured andoperative to jointly supply rotational power via the engine gearbox tothe LP spool to generate thrust via the propulsor for taxiing theaircraft.

In a refinement, the engine gearbox is also configured to mechanicallycouple the APU to the HP spool for starting the gas turbine engine.

In another refinement, the engine gearbox is configured to mechanicallycouple the auxiliary electrical machine to the HP spool to starting thegas turbine engine.

In yet another refinement, the aircraft further comprises an engineelectrical machine mounted on the HP spool and electrically coupled toat least one of the electrical power source and the auxiliary electricalmachine, wherein the engine electrical machine, and the at least one ofthe electrical power source and the auxiliary electrical machine areconfigured to start the gas turbine engine by supplying electrical powerto the engine electrical machine, whereby the engine electrical machineimparts rotation to the HP spool sufficient to start the gas turbineengine.

In still another refinement, the electrical power source is at least oneof a fuel cell and a battery.

In a yet still another refinement, the electrical power source is acombination of a fuel cell and a battery.

In a further refinement, the APU is a hybrid APU having an APUcompressor; an APU turbine; and a fuel cell fluidly disposed between theAPU compressor and the APU turbine, wherein the fuel cell is operativeto receive as an oxidant air pressurized by the APU compressor; togenerate electrical power using a fuel and the oxidant; to heat the airpressurized by the APU compressor; and to discharge the heatedpressurized air into the APU turbine.

Embodiments of the present invention include a system, comprising: a gasturbine engine having at least a high pressure (HP) spool and a lowpressure (LP) spool, wherein the LP spool is operative to drive apropulsor; and means for supplying mechanical power from at least twosources to the low pressure spool for taxiing an aircraft.

In a refinement, the at least two sources include an auxiliary powerunit (APU) and an auxiliary electrical machine, wherein the auxiliaryelectrical machine is powered by at least one of a fuel cell and abattery.

In another refinement, the APU is a hybrid APU employing the fuel cellin the hybrid APU thermodynamic cycle.

While the invention has been described in connection with what ispresently considered to be the most practical and preferred embodiment,it is to be understood that the invention is not to be limited to thedisclosed embodiment(s), but on the contrary, is intended to covervarious modifications and equivalent arrangements included within thespirit and scope of the appended claims, which scope is to be accordedthe broadest interpretation so as to encompass all such modificationsand equivalent structures as permitted under the law. Furthermore itshould be understood that while the use of the word preferable,preferably, or preferred in the description above indicates that featureso described may be more desirable, it nonetheless may not be necessaryand any embodiment lacking the same may be contemplated as within thescope of the invention, that scope being defined by the claims thatfollow. In reading the claims it is intended that when words such as“a,” “an,” “at least one” and “at least a portion” are used, there is nointention to limit the claim to only one item unless specifically statedto the contrary in the claim. Further, when the language “at least aportion” and/or “a portion” is used the item may include a portionand/or the entire item unless specifically stated to the contrary.

What is claimed is:
 1. A propulsion system for an aircraft, comprising:a gas turbine engine having at least a high pressure (HP) spool and alow pressure (LP) spool, wherein the LP spool is operative to drive apropulsor; and a hybrid auxiliary power unit (APU) mechanically coupledto both the HP spool and the LP spool, wherein the hybrid APU includesan APU compressor; an APU turbine; and a fuel cell fluidly disposedbetween the APU compressor and the APU turbine, wherein the fuel cell isoperative to receive as an oxidant air pressurized by the APUcompressor; to generate electrical power using a fuel and the oxidant;to heat the air pressurized by the APU compressor; and to discharge theheated pressurized air into the APU turbine, wherein the hybrid APU isoperative to supply rotational power to both the HP spool and the LPspool at the same time.
 2. The propulsion system of claim 1, wherein thehybrid APU further includes a start-up combustor fluidly disposedbetween the APU compressor and the APU turbine; and wherein the start-upcombustor is configured to add heat to the air pressurized by the APUcompressor for discharge into the APU turbine.
 3. The propulsion systemof claim 1, wherein the gas turbine engine includes a gearbox; andwherein the hybrid APU is mounted on the gearbox.
 4. The propulsionsystem of claim 1, further comprising a transmission mechanicallydisposed between the hybrid APU and one of the HP spool and the LPspool, wherein the transmission is operative to vary the speed of theone of the HP spool and the LP spool relative to the other of the HPspool and the LP spool.
 5. The propulsion system of claim 4, wherein thetransmission is a continuously variable transmission.
 6. The propulsionsystem of claim 4, wherein the transmission is mechanically disposedbetween the hybrid APU and the HP spool; and wherein the transmission isoperative to vary the speed of the HP spool relative to the LP spool. 7.The propulsion system of claim 4, further comprising a controllerconfigured to execute program instructions to control the transmissionto vary a speed ratio between the HP spool and the LP spool to reduceinternal drag in the gas turbine engine.
 8. The propulsion system ofclaim 4, wherein the transmission is operative to selectively engage theone of the HP spool and the LP spool with the hybrid APU and toselectively disengage the one of the HP spool and the LP spool from thehybrid APU.
 9. The propulsion system of claim 1, further comprising areformer in fluid communication with the fuel cell, wherein the reformeris operative to reform aircraft fuel into syngas for use in the fuelcell.
 10. An aircraft, comprising: a fuselage; an empennage coupled tothe fuselage; a plurality of wings coupled to the fuselage; and at leastone propulsion system, including: a gas turbine engine having at least ahigh pressure (HP) spool and a low pressure (LP) spool, wherein the LPspool is operative to drive a propulsor; and wherein the gas turbineengine is coupled to at least one of the fuselage, the empennage and atleast one of the plurality of wings; a hybrid auxiliary power unit (APU)mechanically coupled to both the HP spool and the LP spool, wherein thehybrid APU includes an output reduction gearbox, an APU compressor; anAPU turbine; and a fuel cell fluidly disposed between the APU compressorand the APU turbine, wherein the fuel cell is operative to receive as anoxidant air pressurized by the APU compressor; to generate electricalpower using a fuel and the oxidant; to heat the air pressurized by theAPU compressor; and to discharge the heated pressurized air into the APUturbine; and wherein the hybrid APU is operative to supply rotationalpower to both the high pressure spool and the low pressure spool at thesame time; and a shafting system mechanically coupling both the HP spooland the LP spool to the output reduction gearbox, wherein the hybrid APUis operative to supply rotational power to both the HP spool and the LPspool via the shafting system and the output reduction gearbox.
 11. Theaircraft of claim 10, wherein the hybrid APU is operative to providepower to the LP spool for generating thrust via the propulsor fortaxiing the aircraft without having started the gas turbine engine. 12.The aircraft of claim 10, further comprising a clutch operative toselectively engage and to disengage the hybrid APU from the LP spool.13. The aircraft of claim 10, wherein the fuel cell is configured togenerate electrical power for use by the aircraft during groundoperations and/or flight operations.
 14. The aircraft of claim 10,wherein the hybrid APU is configured to start the gas turbine engine bysupplying mechanical power to rotate the HP spool.
 15. The aircraft ofclaim 10, wherein the hybrid APU is configured to start the gas turbineengine by supplying electrical power to rotate the HP spool.
 16. Theaircraft of claim 10, further comprising an APU electrical machinemechanically coupled to and powered by the hybrid APU.
 17. The aircraftof claim 16, wherein the APU electrical machine is configured togenerate electrical power for use by the aircraft during groundoperations and/or flight operations.
 18. The aircraft of claim 10,wherein the hybrid APU generates an exhaust; and wherein the exhaust issupplied to the gas turbine engine to warm up the gas turbine engineprior to starting the gas turbine engine.
 19. The propulsion system ofclaim 10, wherein the propulsor is a turbofan of the gas turbine engine.20. The system of claim 19, further comprising means for varying arotational speed of one of the high pressure spool and the low pressurespool relative to the rotational speed of the other of the high pressurespool and the low pressure spool.
 21. A system, comprising: a gasturbine engine having at least a high pressure (HP) spool and a lowpressure (LP) spool, wherein the LP spool is operative to drive apropulsor; and means for supplying mechanical power from a hybrid APU toboth the high pressure spool and the low pressure spool, wherein themeans for supplying mechanical power is operative to supply rotationalpower to both the HP spool and the LP spool at the same time, whereinthe hybrid APU includes an APU compressor; an APU turbine; and a fuelcell fluidly disposed between the APU compressor and the APU turbine,wherein the fuel cell is operative to receive as an oxidant airpressurized by the APU compressor; to generate electrical power using afuel and the oxidant; to heat the air pressurized by the APU compressor;and to discharge the heated pressurized air into the APU turbine.